Ford Transit vs MG Mg7

What's the difference?

Ford has taken an unorthodox approach to entering the electric vehicle market in Australia, avoiding the hype around the Mustang Mach-E and F-150 Lightning and instead laying the foundations with the E-Transit.

But it’s a savvy move, giving the brand a chance to enter what should be a largely untapped market with a vehicle that should appeal to what buyers are looking for. With unchanged space compared to the diesel-powered Transit, the switch to a more powerful electric powertrain makes the E-Transit a win-win scenario for those with a suitable daily driving routine.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

In a world obsessed with SUVs and electric powertrains, a mid-size petrol sedan almost feels rebellious. But the MG7 kind of is. A sleek fastback with a turbocharged engine, a sporty edge and a price that makes you look twice - it’s a compelling combination. There are some drawbacks for families in efficiency and back-seat practicality but it's not a bad offering for those wanting something a bit more fun than an SUV.

Perhaps the most interesting thing about the design is there’s nothing very different about the E-Transit compared to the regular Transit. Which is a good thing, because the Transit is already a popular delivery van so any change for the sake of difference may have messed with the winning formula.

In fact, the design element that is important is the way Ford has laid the battery packs flat inside the ladder-frame chassis which means none of the cargo space has been compromised. This means the E-Transit has the same load area as its internal combustion equivalent, which is key for any delivery van.

The MG7 is genuinely good looking. The fastback roofline gives it a sleek silhouette, and there’s a confidence to the way it carries itself.

The blacked-out badging, quad exhaust outlets, 19-inch Michelin tyres and red brake calipers all lean into that sporty brief. It looks fast standing still. The frameless doors are a nice touch, and the retractable rear spoiler adds a bit of theatre and fun.

Inside, the cabin follows through on that upmarket intent. Deep burgundy leather and synthetic suede are used generously throughout, giving it a sumptuous feel. Although, my husband joked that he wouldn't be able to drive it during State of Origin... sorry, Queenslanders!

There’s less reliance on piano black trim, which I appreciate as it scuffs easily, and most surfaces look well-finished. The integrated headrests up front give the illusion of proper sports seats but I do wonder if the interior would pop half as well if it was finished in the optional black.

The dashboard is dominated by a wide digital display incorporating a 10.25-inch instrument cluster and a 12.3-inch media screen. The panoramic sunroof helps keep things light and airy, and while there aren’t many physical buttons or dials, which is usually a gripe of mine, the overall execution feels cohesive and premium for the price point.

The cabin is very similar to what you’ll find in the Transit, so there will be familiarity for anyone making the switch from the diesel-powered version. The rotary shifter and 12.0-inch tablet-style multimedia screen make for a smart look but also means minimal space is wasted.

It’s a thoughtfully designed cabin, with plenty of usable storage spaces, including three cup-holders, a pair of bottle-holders and deep storage shelves on the top of the dashboard. The doors are particularly noteworthy, with multiple storage areas carved into the available space.

The seats are comfortable and, naturally with a high-roof van, there’s plenty of head room which creates a spacious feeling.

Behind the seats is the cargo area. In the US-specification E-Transit we drove there was a dividing wall between the cabin and the back of the van, with a small sliding door to access the cargo area, but it’s unlikely this will be offered in Australia. Instead, local models will likely have a hard divider between the cabin and back, with a small window for visibility.

As mentioned earlier, the floorspace in the E-Transit remains the same as the Transit thanks to the battery being laid underneath the floor, so there’s plenty of cargo volume that will please fleet buyers. 

In the US the E-Transit’s cargo area measures 11.3-cubic-metres with the medium-height roof and expands to 12.4cu/m with the high-roof body.

Ford says the “targeted payload” will be 1616kg.

Up front is where the MG7 feels most generous. The electrically adjustable front seats are comfortable and supportive for daily driving, although extendable under-thigh support would help reduce fatigue on longer trips. You do get heating for both the seats and the steering wheel but having to dive into the media menu to activate them is annoying.

In the second row, legroom is respectable for a mid-size sedan. Headroom, however, is tighter thanks to the fastback roofline and panoramic sunroof. Tall teenagers won't feel like they can sprawl out but younger kids will be fine. The second row features two ISOFIX child seat mounts and three top-tether anchor points but two child seats will fit best. Bending down to buckle in a child will remind your back why SUVs became all the rage, but it's certainly doable.

The seats in the second row are thickly padded and comfortable, and the fold-down armrest sits at a good height to lean on. Amenities aren’t especially extensive given there’s only one grade available, but you do get a couple of cupholders, map pockets, directional air vents and two USB-C ports.

Storage in the front row is about what you’d expect for a car of this size. There’s a decent glove box, a shallow middle console, large door bins and some handy little nooks near your knee. A sunglasses holder and a dedicated phone cradle with wireless charging round things out nicely. The wireless charger can lag a little in topping up your battery, and it's quick to overheat your phone - added ventilation would be a big help here. However, there’s also a 12-volt socket and two USB-C ports if you prefer a cable.

The media system itself is responsive and largely intuitive, although the touchpad-style controls on the dash feel slightly back-to-front in use. On the plus side, it’s very easy to flick into Sport mode and open up the exhaust using the cluster controls, which adds a bit of fun to the daily drive.

The boot offers 375 litres of capacity, which is on the smaller side for the segment. Comparatively, the Sonata N Line offers 480L, the Skoda Sportline 600L and the Camry 524L. That said, it’s been perfectly usable for grocery runs and the odd road trip this week. You do need to load bulkier items further back toward the seats to work around the sloping fastback design. A powered tailgate adds convenience, and there’s a temporary spare tyre underneath, which I always prefer to a repair kit.

For now, the MG7 is offered in a single grade, the Essence, priced from $44,990 before on-road costs.

That positions it just above the Skoda Octavia Sportline, which starts from $44,490 MSRP, although the Skoda doesn’t match the MG7 feature for feature. In terms of features and styling, it’s closer to the Hyundai Sonata N Line, which opens at $56,500 MSRP. And then there’s the segment darling, the Toyota Camry SL, from $53,990 MSRP, happily flexing its hybrid efficiency credentials.

On price alone, the MG7 looks competitive. On specification, it starts to look like a bit of a statement. You get leather and synthetic suede upholstery, heated and electrically adjustable front seats, memory function for the driver’s seat, a heated steering wheel, a panoramic sunroof and 19-inch Michelin tyres.

Technology feels well thought out and a large centre display houses a 12.3-inch media system, paired with a 10.25-inch digital instrument cluster that appears larger than it is thanks to the integrated touch controls. There’s wired and wireless Apple CarPlay and Android Auto, built-in satellite navigation, 256-colour ambient lighting and a 14-speaker Bose sound system.

Practicality hasn’t been overlooked either. A powered tailgate, temporary space saver spare wheel, dual-zone climate control, acoustic door glass, rain-sensing wipers and a 360-degree camera system round out the package.

One element of the E-Transit we are clear on is what’s under the bonnet. The E-Transit is powered by an 198kW/430Nm electric motor that powers the rear wheels and draws energy from a 68kWh battery.

That means the E-Transit is the most powerful member of the Transit family, with the rest of the range powered by the 125kW/390Nm 2.0-litre four-cylinder turbo diesel engine.

Ford claims the E-Transit has a range of 317km (on the WLTP cycle), which may not sound like a lot for a commercial van but Ford claims in the US the daily average for such vehicles is only 120km.  

In order to save charge, the E-Transit is equipped with an Eco Mode which limits top speed, regulates acceleration and limits climate control settings. Ford claims this allows the driver to cut energy usage by between eight to 10 per cent when driven at highway speeds or when unladen. 

The MG7 has a 2.0L, four-cylinder turbo-petrol engine producing up to 170kW of power and 380Nm of torque. That’s pretty gusty compared to its nearest rivals, although the Sonata N Line still beats it with its 213kW/422Nm outputs. The Hyundai is more of a dedicated sports model. Still, with these outputs the MG7 manages a 0 -100km/h sprint in a swift 6.5-seconds!

Power is delivered to the front wheels and the nine-speed auto transmission punches through its gears relatively smoothly. You can also flip it into Sport mode, where gear changes become more pronounced.

Overall, the whole setup creates an engaging on-road experience without lulling you into any false pretences. The MG7 is not a racer, even though it looks like one, but it holds its own.

Charging will be a key element of the E-Transit’s appeal (or not) to buyers, with fleets needing to maximise the van’s time on the road. Ford claims that with a 115kW DC fast-charger the E-Transit battery can go from 15 per cent charge to 80 per cent in just 34 minutes.

With the onboard 11.3kW charger it takes 8.2 hours to get the battery back to 100 per cent capacity.

The E-Transit supports bi-directional use of the battery too. In the US the E-Transit is available with its Pro Power Onboard technology as an option. This allows for the driver to draw up to 2.4kW of power from the vehicle’s battery to power tools and other equipment as necessary. 

One feature that is confirmed for the Australian-bound E-Transit is what Ford calls, Scheduled Pre-Conditioning. This is a system that allows the operator to pre-set the climate control for the cabin while the van is still on charge so that you can still have maximum charge available when you start driving.

The MG7 has a claimed combined fuel consumption figure of 8.0L/100km. With its 65-litre fuel tank, that equates to a theoretical driving range of up to 812km.

That places it broadly in line with the Hyundai Sonata N Line, which claims 8.1L/100km, although the Hyundai delivers stronger engine outputs. The Skoda Octavia Sportline is notably more frugal at 6.1L/100km, while the Toyota Camry SL continues to dominate the efficiency conversation with its 4.0L/100km hybrid figure.

In real-world driving, expect that 8.0L/100km claim to creep up. Even after a week consisting mostly of longer highway stretches, my trip computer was sitting at 8.6L/100km. That’s not wildly unexpected for a turbo-petrol engine, and it’s hardly alarming, but efficiency is a major consideration for families. Against hybrid rivals, it doesn’t win that particular argument.

Combined CO2 (ADR 81/02) emissions sit at 183g/km, which is comparative to the Hyundai Sonata N Line but not as low as its other rivals.

MG recommends a minimum 95 RON unleaded petrol to be used.

Electric vehicles have earned a reputation for rapid, exciting acceleration… but that’s not the case with the E-Transit. Performance could best be described as modest, with adequate but unspectacular acceleration.

Which is fine, because the E-Transit is not meant to be a ‘ludicrously’ quick van, instead it’s meant to haul a load as efficiently as possible. On that front it does a good job, with smooth (albeit gentle) acceleration and steady pulling power.

It’s important to note, though, that our test car was unladen - with only some shelving installed in the back. So we’ll have to reserve judgement on how the E-Transit performs with a full load on-board, on Australian roads.

The rest of the driving experience is as you’ll find with the Transit. The steering is nicely weighted and direct, which makes manoeuvring such a huge vehicle straightforward. 

The ride is on the firm side, which isn’t unusual for either a van or an electric vehicle as it needs to control so much weight, but it isn’t uncomfortable and offers good control.

Power delivery in the MG7 is smooth and responsive, and it doesn’t take long to feel confident with the turbo-petrol engine. For a bit of extra fun, flick it into Sport mode and open the exhaust; gear changes become more pronounced, and the engine note gets noticeably throatier. It’s not a performance sedan, but it’s definitely engaging on the road.

Handling is another highlight. The steering is responsive and firms up depending on your selected drive mode, and the low-slung stance helps the car feel surprisingly nimble in corners. That said, it’s not always surefooted when accelerating out of tight bends, which reminds you that the MG7 is sporty but not track-focused.

Visibility is adequate but not perfect. The thicker pillars, lower roofline, and relatively small windows do make the cabin feel a touch enclosed, and there’s some road noise, which is enough to remind you it’s not a luxury saloon, but it never becomes intrusive.

The MG7 feels agile in tighter spaces, and the 360-degree camera system is high-quality. Parking is straightforward, which frazzled parents will appreciate.

The MG7 has a maximum five-star ANCAP safety rating from testing done in 2025 and scored well across its individual criteria with 88 per cent for its adult protection, 85 per cent for child protection, 80 per cent for vulnerable road user and 81 per cent for its safety assist.

Passive safety items include seven airbags including a front centre airbag and curtain airbags covering both rows. Families will like that there are two ISOFIX child seat mounts and three top-tether anchor points but realistically, two child seats will fit best. There are also powered locks for the rear windows and intelligent seatbelt reminders for all five seats. Parking is easy with the rear parking sensors and 360-degree view camera system.

Active safety includes forward and rear collision warning, lane keeping aids, lane departure warning and prevention, blind-spot detection, side exit assist and a relatively unobtrusive driver monitoring system.

Other highlights include emergency lane keeping, which will activate when there’s no response from the driver and the rear cross-traffic alert also gets assisted braking. The adaptive cruise control is fairly well-calibrated and it’s a bonus having the emergency call functionality, although it seems to connect to an MG service line, rather than directly with emergency services. And you have to select which country you’re in before it activates, which might not be a delay you want when you really need it!

There’s autonomous emergency braking with car, pedestrian and motorcyclist detection and it's operational from 4.0 – 85km/h and up to 150km/h for car detection but it is more typical to see that top figure closer to 180km/h.

Ford Australia has already confirmed that the E-Transit will be covered by Ford’s now-standard five-year, unlimited kilometre warranty, plus an extended eight-year/160,000km warranty specifically for the battery and high-voltage electric components.

MG backs the MG7 with a seven-year, unlimited-kilometre warranty. If you service exclusively through MG service centres, that coverage can be extended to 10 years or up to 250,000km, which makes it one of the more generous warranty offerings currently available.

At the time of this review, servicing intervals and service prices haven't been set for the MG7. It's fairly easy to secure servicing for an MG, as they have around 90 service centres nationwide at the moment.